Car stop



NOV. 10, 1931. 1,831,676

CAR STOP Filed Dec. 19, 1929 2 Sheets$heet l INVENTOR.

Ar-miETEad R. LET-15' A. R. LONG Nov. 10, 1931.

CAR STOP Filed Deb.

19, 1929 2 SheetsSheet 2 INVENTOR.

ATTORNEYS.

Patented Nov. 10, 1 931 linMIsrEAn R'.L01\TG,OFSCARZB ROQWEST ViRGINIA can sror Application filed December 19, 1'929..-seriai No. 415,312.

This inventionrelatesto improvements .in car :stops particularly well adapted for the prevention of rolling stock fromtraveling down-hill upon a trackway.-

Theprimary object of the invention is the provision of an improved type of car stop which is particularly well adapted to be used in connection with mine cars, to limit movement thereof down-hill; the same comprising "re a portion which may be slipped endwise onto the rail in such manner that it cannot belaterally displaced therefrom, thus insuring'a positive connection uponthe rail; the'same forth in my application above referred vto,

eing so formed as to grip either the base or the head of the rail, depending upon the position of the rail, for the purpose of anchoring thereto and preventing end movement of the car upon the rail.

A further object of the invention is the provisionof van improved type of car stop, which in many general features was original- .358',641, filed April 27, 1929, consisting of an upright portion adaptedto be extended above 7 the rail, and including a socket portion which maybe assembled upon the rail so as to grip the same with a biting action to prevent logitudinal sliding along the rail. V

A'further obect' of the invention is the provision of an-improved type of car stop including means to attach the same to a rail,

against longitudinal movement, and having an improved type of sprag flexibly connected thereto for cooperatively locking a car chassis against down-hill movement upon the trackway.

A further ob ect of this invention is the provision of an improved type of car stop which may be operatively associated upon a I trackway when in a normal or upright position, or when in an inverted position as set for the purpose of preventing down-hill movement of cars over the rails of the trackwa i 1 Other objects and advantages of this in- .vention will be apparent during the course 7' of the following detailed description.

-In the accompanying drawings, forming a, part of this Specification, and w-hereinsimiflan reference characters designate correspending parts throughout the several views,

'mine car in opposite direction -from that shown in Figure-2. 5 Figure 4 is a side elevation showing. the attachment of the improved car stop to an in- I65 verted rail such as are sometimes used for trackway extension purposes in the laying of mine trackway the car'stop being shown connected to the inverted rail without any positive bolting, so that it will yet perforin its car stopoperation. 1y disclosed inymy application; Serial No.

Figure",5 is a' transverse sectiona l' view vthrough the invertedrail of Figure 4, showing the relation in which the, car stop grips the same.

\ Figurefiis 'ne'ction'of thecarstop upon an inverted rail, "and with they chain extended as would he the i '15 a. vlew showing the pivotal .con

case whenthe sprag is usedtor preventing down hill movement of a car.

.ment of the, car stop as by a pivot boltito a trackway when in a 'normalor upright posiptioni e p p a Figure ;8 isfa view of the car stop attached to anupright ,rail, against which a wheel is acting. toprevent movement of a mine car down hill along a rail. V i

Figure 9 is a sectional view taken through Figure ls avslde elevation showing attachan 1 pright rail showing the car stop inrelago ,tion shown in Figure 8. j I

In the drawings, wherein for the purpose of illustration is shown only a preferred embodiment of'the invention, the letter A may 7 generally designate'the improved car stop,

which comprises a rail gripping stop portion fBf-llitVlIlg a chain or other'fle'xible means D. r V

The car stop portion B is formedofapieoe of band or bar anetalof re ctangularcnossisee" sprag G attached thereto as by a I 13 is formed are shaped to provide sockets for o engaging either the normal base or head of the rail, depending upon its upright or in? verted positioning, in order to anchor the portion B. The specific manner of forming the sockets of the rail clamp Bis shown in-the drawings, and consist-s in bending the ends;

"at the base of the shank, to provide shoul- "ders 13 and 14 at right angles to the axis or plane of the shank 12. At the outer ends of the shoulders 13 and 14, the ends of the mate- 0 rial out of which the portion B. is formed are bent at right angles downwardly at 15 and 16 respectively, and then flanged inwardly in right angled relation at 17 and 18 respectively, in spaced parallelism below the shoulders 13 and 14 respectively the flanges 17 and 18 terminating in spaced relation at their facing ends. The free end portions or flanges 19 and 20 are formed in substantial parallelism with respect to each other, and in spaced "parallel relation with their respective adjacent portions 15 and 16. The top edges of the flanges 19 and 20 are spaced from the downwardly facing surfaces of the shoulder portions 13 and 14, and these spaces provide the sockets for receiving baseflanges or head flanges ofthe rail at opposite sides of the plane of the web of the rail, as isillustrated in various views of the drawings. p

The spaced portions 15, 19, 20'and 16 of the drawings are each provided with a transverse opening22 therein; all of'saidl openings 22 aligning for thepurpose of receiving a pivot '1 bolt 24, more particularly shown in Figure of the drawings, which is used in attaching the portion B to the rail under certain circumstances to be subsequently mentioned. As 'best shown in Figure 5 of the drawings the upper edges of the spaced flanges 19 and 20 0 are beveled at 26 in a downwardly convergent relation towards the web receiving space 30 between said flanges; the said edges 26 being adapted to grip the sloping or inclined surfaces at the under sides of the rail head 55, flanges, or at the under sides of the normal base flanges of the rail when inverted as shown in Figure 5. The upper corners of the shank 12 are preferably removed to bevel theshank at 27, for better receiving the car ,60 wheel thereagainst, as shown in Figures 4 and 6 nection D is looselypositioned: :The flexible ing a solid cross section. It is preferably cylindricaland intermediate its ends it is provided with an enlargement at having "a transverse opening 36 through which an end link 3:? of the chain D is loosely pivoted. The sprag C is preferably straight from end to end, and provides a handle portion at one end and a longer detent portion 42 at *the other side of the pivot link 37 which is adapted to be inserted between the spokes of the wheel of a car chassis to jengage'the.

frame or some portion ofthe. car chassis to lock the wheel against complete rotary-move- -ment. It is made sufliciently long for that purpose. The free end of the portion 42 is tapered at 44 to facilitate its insertion between the spokes of the wheel.

It is to be particularly noted that the lower end edges of the flanges 13 and 14 and the upper facing end edges of the flanges 19 and 20 are sharp and well defined, being chisel- -like in nature, for the purpose of biting into the upper and under surfaces of both the head and base flanges of the trail, depending upon the position in which the car stop is used.

, Referring to the application of the improved car stop upon an inverted extension rail, as shownin Figures4 and 5 of thedrawings, 'itis readily apparent that due to the restricted space'between the facing surfaces of the flanges 19 and 20, the car stop proper B must be slipped endwise onto the rail, and the base flanges 40 and 41 of the rail are received in the socket above the top edges of the flanges 19 and20, and below the upper flanges 13 and 14 of the car stop member B,

with the web 42 of. the inverted rail in the space between the flanges '19 and '20. The head of the inverted rail of course rests upon any suitable roadbed provided therefor. In this position it is to be noted that the car stop member B is rockable through a slight arc in its supported position upon the base flanges of the rail. Assuming that there .is atendenoy' of the car to roll down-hill upon the rail G, in the direction of the car stop portion B, the-latter will receive the. traveling force of the wheel and truck thereagainst. It will tip the member B and the corner edges of the flanges 19 and 20 will bite into the under surfaces of the rail base flanges 40 and 41, as inverted, at the point designated at in Figure 4 ofthe drawings, and atthe down-hilllside of the car stop member B,

' which has been tipped to the position shown in Figure 4, the. end edges of the. flanges 13 and 14 willlbite into the top surfaces of the baseflanges and 41, as designated at the point 51 in Figure 4. This effectively prevents the car stop member B from sliding along-the inverted rail, and will hold the car in position against farther down-hill movement. This may be effectively accomplished without the necessity of bolting the car stop member B to the inverted rail. It has been found that under such circumstances there is no liability of-slipping of the member B along the rail due to contact of car wheels thereagainst, as an incident of even a greater than ordinaryshock contact of the car wheels. The use of the-entire. device under such circumstances is also illustrated in Figure 3 of the drawings. Assuming that the car is at the down-hill side of the member B as assembled upon the inverted rail, as shown in Figure 2 of the drawings, the sprag C is inserted between the spokes of the. wheel 54 of the mine car, as shown in Figure 2 of the drawings, which will of course effectively prevent complete rotation of the wheel, since the sprag will catch against some other part of the chassis of the car. lVith such use of the invention, assuming the rail to beinverted in the position shown in Figures 2 and 6 of the drawings, the memberB may be pivotally secured by the bolt 24, to the web of the inverted rail, as by slipping the bolt 24 through one of the fish plate bolt openings of the rail. The travel of theminecar downhill with the sprag between the wheels will cause a 'tipping of the member B upon the bolt 24 as a pivot axis, and prior to any shearing effect upon the bolt, the. sharp end edges of the flanges 19 and'2O and shoulders 13 and 14 will come into engagement with the top and under'surface of the base flanges of the inverted frail G, at the points 56 and 57 indicated in FigureG of the drawings.

In using the improved device upon rails in their normal upright position, as shown in Figures 7, 8 and 9 of the drawings, it is preferred under all circumstances to pivotal- 1y bolt the member B to the webof the rail as above described. Under these circumstances, where the car stop member B is at the downside of the rolling truck, as shown in Figure 8, the socket facing sharp edges of the flanges 13, 14, 19 and 20 will bite into engagement with the top and under surfaces of the flanges of thehead 60 of the rail, at opposite sides of the plane of the web of the rail, as at the points 61 and 62 indicated in Figure 8 of the drawings. In using the sprag of the device A, under circumstances where the car is at the down-side of the member B assembled upon the rail, the member B will move through a slight arc to the position shown in Figure 7 and the end edges, facing the sockets, upon the flanges 13, 14, 19, and 20 will bite into the upper and lower surfaces of the flanges of the ball or head of the rail at the points indicated at 65 and 66; in Figure .7 of the drawings. v 1

It is within the contemplation of this invention not to bolt orpivot the member B in a positive relation upon'the rail, since the rail flange engaging edges of the member B may be suitably formed to bite into the surfacesof the flanges of the rail, whether upright or inverted, to prevent sliding along the rail, and to anchor the car against movement. However, when the bolt 24 is used, as above men tioned, the edgesof the flanges of the member B bite into the upper and lower surfaces of the head or base flange of the rail, depending upon its position, at a time prior to the shearing shock coming upon the bolt, It is also within the contemplation ofthe invention to provide a device which will not rock longitudinally uponitherail when assembled thereupon, and employ it in connection with a sprag and flexible connecting chain or cable. In considering the structure of the member B it must be borne in mind that its vertical height above the top of the rail, whetherinverted or upright, is limited, since the frames of mine cars are very low slung.

It has been found necessary to limit the height to four and one-half inches above the'top of the rail. v

Variouschanges in the shape, size, and arrangement of parts may be made to the'fo-rm of invention herein shown and described,

without departing from the spirit of the invention or the scope of the claims.

I claim: 1 1

1. In a car stop the combination of a rail, a car stop attached to the rail including a stop shank extending upwardly from the rail for car stopping purposes, a sprag for engagement with the car wheel, and a flexible connection between the sprag and car stop.

2. In a car stop mechanism the combination of an inverted rail having an upturned normal base portion, a car stop including a stop shank provided with a depending socket portion attachable from an end of the rail only man anchoring raisedrelation'upon the normal base of the rail with the stop shank extending upwardly from said normal base of the inverted rail, said socket portion including. depending parts at each side of the web of the inverted rail extending beneath the base flanges of the inverted rail, the socket portion having aligning openings transverse therethrough and the'rail web having'a transverse opening, and a detachable bolt extending through all of said openings for pivotally connecting the car stop :upon the web ofthe rail in a manner to. permit the car stop to bite into the upper. and lower surfaces of the base flanges" of the inverted rail without. shearing the bolt as an incident of-a car stopping operation.

1 3. As an article'of manufacture a car stop to be'used-upon the rails of trackways com- 'prising a'stop' shank havingfat the'lo'we'r end prising a stop shank having at theilower end thereof oppositely extending transverse flanges, said flanges at the outer margins thereof having depending portions, said depending portions at the lower margins thereof having inwardly extending transverse flanges terminating in spaced relation, the facing margins'of said last mentioned flanges having upturned relatively spaced flanges terminating at their upper margins spaced below the first mentioned flanges to define with said first mentioned flanges rail flange receiving sockets, the first mentioned flanges and the last mentioned flanges having at the ends thereof sharp rail flanges biting edges facing said sockets.

' 5. As an article ofmanufacture a car stop to be used upon the rails of trackways comprising a stop shank having at the lower end thereof oppositely extending :transverse flanges, said flanges at the outer margins thereof having depending portions, said depending portions at the lower margins thereof having inwardly extending transverse flanges terminating in spaced relation, the facing margins of said last-mentioned flanges having upturned relatively spaced flanges terminating at their upper margins spaced below the first mentioned flanges to define with said first mentioned flanges rail flange receiving sockets, the first mentioned flanges andthe last mentioned flanges having at the ends thereof sharp rail flange biting edges facing said sockets, said last mentioned flanges at their upper edges being beveled in downwardly divergent relation with respect to the space between said last mentioned flanges.

6. As an article ofrnanufacture a car stop to be used upon the rails of trackways comprising a stop shank having at the lower end thereof oppositely extending transverse flanges, said flanges at the outer margins thereof'having depending portions, said depending portions at the lower margins thereof having inwardly extending transverse flanges terminating in spacedrelation, the facing marginsrof said last mentioned flanges having upturned relatively spaced flanges terminating at their upper margins spaced below theffirst mentionedflange's to'define with said first mentioned flanges railflange receiving sockets, said depending portions and last mentioned flanges having relatively al1gn1ng-transverse bolt receiving openings flanges terminating in spaced relation, the

facing margins of said last mentioned flanges having upturned relatively spaced flanges terminating at their upper margins spaced below the first mentioned flanges to define with said first mentioned flanges rail flange receiving sockets, the first mentioned flanges and the last mentioned flanges having at the ends thereof sharp rail'flange biting edges facing said sockets, said last mentioned flanges at their upper edges being beveled in a divergent relation with respect to the space between said last mentioned flanges, said depending portions and last mentioned flanges having relatively aligning transverse bolt receiving openings therethrough.

8. In a car stop device the combination of a stop shank, and means for connecting the stop shank to the flanges of a conventional rail for limited rocking movement in either direction longitudinally oftlie rail to a nonsliding grippng relation with said flanges.

9. In a car stop thecombination of a stop shank, means to pivot the stop shank to a rail for limited rocking movementwith the stop shank extending upwardly above the rail, and means for biting into the upper and lower surfaces of the laterally extending flanges at the top of the rail to limit the tipping movement of the stop shank at a time prior to the placement of a shearing force upon the pivot as a result of a car stopping operation.

10. In a car stop the combination of a stop shank, means attaching the stop shank to .a

rail in a car stopping relation with the rail,

a sprag, and a flexible link chain connecting the sprag with the upper end portion of the shank of the car stop so thatit may be swung to eitherside of theshank-out of the way of the car wheel.

ARMIS'IEAD R. LONG. 

